SocialD
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Posts posted by SocialD
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Edited by SocialD
The more I think about this, it would be completely legit to add a .5 to every sortie covering the "brake release to takeoff" and "land to shutdown" time we don't typically log in the AF to be inline with what every civilian pilot logs. However doing so would negate adding .3/sortie (for example) on an airline app. Do you think Airlines would raise an eyebrow if you told them you weren't adding .3 because you already logged your time IAW the FAA definitions? I imagine it would catch their eye that a mil dude chose to not make the correction factor, but I don't see any issues with doing this. Why not log a .5 now instead of relying on a .3 correction factor later?
With Delta, United and AA, you do NOT add any correction when you input your times because the website does it for you. So when applying for airlines I would go with what is in your AF flight records, unless their application specifically says to add a conversion. I know AA has you bring your flight records folder to the interview.
The only reason I would add time to my logbook would be if I were stuck on AD (ie...won't be interviewing anytime soon), was short on hours (but close) and I wanted to get my ATP under the current FARs. Others may disagree, but I don't see anything ethically wrong with this based on the fact that all your civilian counterparts are logging time the same way. I would use the least amount of conversion needed to get to 1,500 and probably wouldn't go above .5/sortie. I am by no means a lawyer or a fed, but I think it stands the common sense test. Thoughts?
The reason I would not add .5/sortie on my own, FOR AIRLINES is because the airlines will most likely ask for your flight records. Airlines understand fighter guys won't have as much time as their civilian counterparts. For example, I got an interview at a Major with <2,000 TT with over 50% of my time being in fighters. In my interview group, all the mil heavy guys had >3,000 and all the civilian were >4-5,000. I wouldn't feel like you're lagging your civilian counterparts, trust me, you're not. I have lots of friends that are pure civilian that have over 5-6,000 hours and haven't heard a peep from the the majors.
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Edited by SocialD
Pretty sure you can't do the added .3 per sortie when getting your times for a faa rating. My understanding is there is no reg that allows that and it is airline specific for hiring purposes only.
Posted from the NEW Baseops.net App!
If you want to get technical about it, you could note the time you started and the time you shut down and log that in your own personal logbook. I know that would add, at least, an extra .6 per sortie for me. Most GA aircraft log this way, and most airlines log break release (at push, or just prior...)/beacon on/etc..., to engine shutdown. You bet your ass your civilian counterparts are logging everything on the hobbs meter, which if I remember correctly, runs off oil pressure as soon as the engine is started. I've always logged block time in the airlines, which means from brake release to engine shutdown. So that 1 hour wait to takeoff at LGA...logged.
You do not have to present the FAA with your AF flight records as long as you have kept your own logbook. I would say you are well within your rights to log in this manor. You're just putting yourself on par with everyone outside of the military as far as time toward a certificate or rating.
Different story when applying to airlines, do exactly what they say.
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Edited by SocialD
Had one where they recalled the whole squadron on a Saturday...
Reason #69,000 you don't answer a phone call from work on the weekend....let that shit go to voice mail.
Stract has it right and yes it is 100 pct legal.
I'd actually like to see where it's legal to take my cell phones away. Not doubting you, just wonder where something like that would live.
What a bush league....
I wonder how this all works with technicians?
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Edited by SocialD
Isn't an instructor pilot on the GS scale usually a GS-13 as opposed to a GS-12? Also, I think the operational units have some kind of percentage bump in their pay because they are aircrew. Something like 10 or 20%. Either way, the GS-13 major IP in the unit is getting killed, pay wise, by the active duty captains.
30%...here are the pay tables with the applicable pay bump. Add an additional 25-30K/yr for Guard pay. Given the choice, AGR all the way...but a GS job is better than no job.
https://apps.opm.gov/SpecialRates/2014/Table055801012014.aspx
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*Thread Revival*
*SIGH* - Good luck with the DoD IG
Pilot's career stalls after criticizing oxygen system
https://www.stripes.com/pilot-s-career-stalls-after-criticizing-oxygen-system-1.279043
Color me surprised! What status was this guy? TR/AGR/Tech? He was a guard guy, right? Who even looks at their OPRs? I guess some squadrons are more political than others...
These guys were whistle blowers. While the heavies were playing politics with a jet they felt might kill them, this was their only way to bring it to light.
Rather than wait, some have just decided to leave the community after their own experiences.
Whistle blowers go to their commanders, IGs, or congress people.
Guys need to understand that going to the media undercuts the organization.
As FUZZ said, I think this was a result of going to congress. What do you think commanders and IG were going to do? We're talking about an AF that would rather piss on a pilots grave than say there is something wrong with their baby...
Neither of those dudes are heroes in the F-22 community.
Of course not...the AF prefers those who just tow the company line.
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I just didn't use email. As a part-timer, every time I showed up, I required a new password or they needed to re-map printers or something and it became a royal pain and waste of my time...so I quit checking and happily flew my ass off.. After about a year and half, some guy shows up at my door asking if I could please delete some stuff because it is clogging up their server. I had something in the neighborhood of 1500 emails.
Well played Tree! Being a part timer truly is the best gig there is!
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Edited by SocialD
After the fact we tried to get access on our phones for long distance calling and were told that we could:
a) Be issued a long distance PIN that we'd have to enter prior to every long distance call
b) Have a phone granted long distance access, but every long distance call would have to be logged.
Both of these are kind of inconvenient when there's a smoldering jet on the airfield, so we just stuck with cell phones and jogging.
This! The only reason I can make long distance calls is because I have "acquired" a pin that has been passed down for quite a while.
Can we bitch about DTS in this thread? I submitted an authorization >30 days ago for a TDY that was supposed to start last week. It's still sitting in CTO submit, waiting for my airline ticket to be booked. Life was so much better when I could e-mail/call our SATO chicks and have tickets w/in minutes!
One of our part time LTCs was supposed to airline out to a TDY. Showed up and surprise, no tickets. After he tried SATO (no answer) and the emergency number (couldn't help because it wasn't after hours), he called the PROJO and told him to scratch his name off he list, that he was going back home.
What else...
- Along with doing a DTS voucher, I now have to go into the portal and E-certify my orders after every TDY.
- Every TDY I travel on a mil transport I have to re-print my VRED (I thought we had it centrally located for a reason?). But for some reason it's not required if I fly my own plane...
- I have to fill out a new 2587 every time I go TDY to an AD base. Holy fuck, how haven't they figured this out yet! I can go to any other Guard base and have full access with just my ID.
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Edited by SocialD
And that's when everyone's nametag should have read something along the lines of Hugh G. Rection, Mike Hawk or Barry McKochener.
I've used the same XC/TDY nametag since I was a LT. It's the callsign/last name of my, now OG/CC...when I first got it he was my DO, then SQ/CC. I think he's taken and destroyed 2 of them....I bought 5.
Doug Masters or Burt Reynolds. Classic.
Both great dudes!
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Edited by SocialD
For fucks sake get a room and the activities between two consenting adults won't be interrupted.
Not that easy when you're going through an enlisted tech school. When I went through, you couldn't get off base privileges for quite a while, and sneaking a chick into your dorm room was some mission impossible type shit. Had a buddy try to get a room at the Inn and got turned in by the staff after they asked for his phase card. You'd be amazed at some of the places people got busted doing it at Sheppard. Having said that, I opted for the mission impossible route...luckily never got caught.
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At the Shaw BX you need a permission slip from your squadron commander to buy a gun. Lame.
This belongs in the WTF thread!
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Edited by SocialD
Never been enlisted, so correct me if I'm wrong...but isn't CCAF more "job related training" than most degree programs?
Yes. I got college credit for basic/tech school/course 1 (SSgt test for the guard) and 5 or 7 level. After I received my bachelors, I transferred my basic electives into the CCAF and a A.A.S. in aircraft maintenance showed up a year later while I was in UPT.
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Guard sounds great at 1 weekend a month two weeks a year. That should be palatable for most employers and families at 38 days a year; however, KC-135 units require 100+ days a year to meet all your currencies. Other air frames require even more days. A guard F-16 pilot left his unit to go fly KC-135s because the F-16 requirements were incompatible with his nice paying $100K+ ATCC job. Some of these guard days you are flying, others in the simulator, and some are just ground training or worse computer based training. Flying can become a burden or dangerous if you try to fit it into your work schedule. A local sortie takes is minimum of 8 hours between prep, brief, flying, and debrief. Most are 12 hours. Not something to do after working 8-4. I knew in this situation I would be serving two masters and "Guard Weekend" would turn into a dirty word around the house but YMMV. Asking around, I found out that most people in guard flying squadrons that make a non-flying civilian job compatible live close and are self-employed, work for a defense contractor, or are willing to take a pay cut for QoL.
100+ days/yr in the KC-135?!? Holy shit, what kind of slave driving squadron is that? Unless they're only using one pay period per day, you don't even have that many pay days! You don't even have to work that many days in a fighter squadron. I know who you're talking about...as you said, living 2+ hours from the Guard base does not help either.
I do agree with you though...being a part timer in something other than an airline or local corporate gig, can be a tough way to go. The ones who try AND live out of town, don't seem to last long.
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- Go Guard.
- If you're 28-29, shotgun apps everywhere, immediately!
- Getting turned down 2x isn't all that uncommon.
- Go and visit the squadron...multiple times if able. It will help your chances big time.
- When you get back from training, you can go back to making your 100k (plus an additional 20-25k/yr as a part timer).
- Profit in both money and experiences
- Being Guard allows for opportunities to take high paying jobs AND fly. A few of our guys who have worked their way into very lucrative careers (we even have an E-9 who is a multi-millionaire)...
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I just finished my ATP written, and I'm trying to figure out where to do the practical. Getting a 737 type rating sounds great to me, but I'm not sure if it's worth the trouble and the cost. So what is the worth of a 737 type rating? Does it mean much to the airlines? If it's no big deal, I'll probably just go as cheap and easy as possible. Thanks.
As guys have already state, SWA is interviewing and hiring w/o the type. Unless SWA is your must go to airline, I would consider not dropping the cash. A 737 type w/ 0 time send a signal to all the other airlines of where you want to get hired.
I'm not saying this is you, but it seems everyone on/coming off AD has a hard on for SWA and getting their 737 type. Even guys who have two major airlines based in their home town/desired city to live in...I'm not sure why. SWA is a great company but DAL/UAL/AA are all solid companies (w/ potentially LOTS more movement than SWA) and are hiring plenty of guys w/o types. *Standard caveat that the whole industry is a crapshoot (to appease Butters)!
Unless you have all the education you want and don't plan on passing it on to a wife or kids, I wouldn't waste any G.I. Bill $$$ on a 737 type (or ATP for that matter). An ATP doesn't cost that much, especially if you look around. Also, remember you can transfer it to your wife/kids and serve out the commitment in the Guard/Reserve. Not applicable to any single Captain who is blowing all his cash on hookers, cars, booze, boats, etc. You're probably scrapping by on that senior captain pay...
Anyone heard from or used Bob from Boston recently? He's being harder to get ahold of than normal....which is somewhat difficult to begin with. Squadron mate has had zero luck...just checking to see if he's still in business.
Had a squadron mate get his ATP from that guy. But others in the squadron have not had any luck contacting him lately.
The FARs do clearly state for purpose of getting an ATP or commercial rating ("qualifying military pilot") you do not require a landing more than 50 NM from the point of departure. Landings do matter for private, instrument or commercial ("non-military") ratings. So my question is, what do civilian 121/135 jobs care about when looking at time? If asked the question in the future, "how much XC time do you have?", do I answer with my time that does not include landings (i.e. every military flight and my civilian XC time before UPT) or only with my time that included landings other than point of departure?
I ask because right now my logbook only has XC time logged when I landed elsewhere, but I'm debating whether I should correct it to include all my mil time or do I just use one of the blank columns to effectively be my "here's so I can get my ATP" XC time and leave the "legit" XC time column alone.
When I was got my ATP, "on paper" I didn't have 500 hours of X/C time, so the examiner noted that I didn't have enough X/C time. I told him every flight in the Viper is X/C, so he told me to add it to my logbook. Thankfully, I brought my computer with logbook pro on it, and all I did was add in X/C time for every flight in the Viper until I hit 500 hours. The FAA are really the only ones that care about X/C time.
If you are ever in an interview that asks you that question...
a. You are doing it wrong. Raise your standards.
b. You need to stand up and leave that interview... run as fast as you can.
c. re-evaluate what you are looking for in a career job, as a pilot with quality turbine time.
d. tell your friends what happened so they will not make that bad choice also.
e. All of the above.
E.
Shack!
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Edited by SocialD
Are you required to sign a LOA? If so, don't sign it and reference the following news article with quotes from the CSAF. I chalk this rule up in the ridiculous column along with the requirement to fold up your watch cap...much to the chagrin of my command chief.
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Curiously, how was the Lobos picked over the Dragons? Any particular rhyme or reason?
They shut down 2 squadrons when I was a Luke. We were told squadrons were picked based on some kind of historical "point system." Basically, the squadrons that didn't see as much combat, shot down fewer planes, etc... got the axe. Not sure if there is any thruth to that, but it sounded good at the time.
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There's a WHOLE lot more to Airpower than just CAS and ISR. Guessing that might have something to do with it.
Eta: hindsight is ALWAYS 20/20...
Haven't you heard...All we'll be doing in the future is ISR & CAS in a low threat/permissive environment!
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Airline Transport Pilot (ATP) Certificate
in General Discussion
My interview invite specifically said to bring your AF flight records folder. I have my own military logbook, but left it at home in lieu of my official flight records. Each airline has their own guidelines. Bring both if you want, they'll take what they need.